ES2736179T3 - Control device for a vehicle and control method for a vehicle - Google Patents

Abstract

A control apparatus for a vehicle (10), including the vehicle (10) a combustion engine (12), a first electric motor (MG1), a rotary element (26) and a rotation lock mechanism (36), the rotating element (26) being provided between the combustion engine (12) and the first electric motor (MG1), the rotating element (26) having a characteristic associated with an input torque, and configured the rotation locking mechanism ( 36) to prevent a coupling part (26a) of the rotating element (26) on the side of the combustion engine from rotating in at least one direction, the control apparatus characterized by an electronic control unit (90) configured to learn the characteristic of the rotating element (26) applying a torque to the rotating element (26) by means of the first electric motor (MG1) and measuring a torsion angle (Φ) of the rotating element (26), with the rotation locking mechanism (36) preventing the coupling part (26a) rotate; and the electronic control unit (90) is configured to perform a predetermined control based on the learned characteristic of the rotating element (26), wherein the vehicle (10) further includes a second electric motor (MG2) that is configured to be used as a source of driving force, a driving force of the vehicle (10) is generated due to a reaction force resulting from the rotation lock mechanism (36), when the first electric motor (MG1) applies the torque to the rotating element ( 26), with the rotation lock mechanism (36) preventing the coupling part (26a) from rotating, and the electronic control unit (90) is configured to control a torque of the second electric motor (MG2) in such a way that Counteract the driving force that is generated by the reaction force, when the torque is applied to the rotating element (26) by the first electric motor (MG1) to learn the characteristic.

Description

DESCRIPTION

Control device for a vehicle and control method for a vehicle

Background of the invention

Field of the Invention

The invention relates to a control apparatus for a vehicle and a control method for the vehicle.

Description of the related technique

A vehicle is known that is equipped with a combustion engine, an electric motor and a rotating element that is provided between the combustion engine and the electric motor and that has a characteristic associated with an input parde. It should be noted herein that the rotating element is, for example, a damping device that absorbs the rotational vibrations of the combustion engine, a power transmission shaft having a predetermined or similar stiffness. The characteristic of the rotating element includes a corresponding stiffness with a change in a torsion angle with respect to a change in an input torque, a hysteresis as a difference between the input torque at the moment when the torsion angle increases and the input torque at the moment when the torsion angle decreases, a slack dimension as an amount of change in the torsion angle at the moment when the sign of the input torque is reversed and others similar. By the way, the characteristic of the rotating element can influence energy efficiency, vibration properties, acoustic properties and the like. Therefore, it can be conceived to take measures both in terms of hardware and in terms of software, in order to improve energy efficiency, vibration properties, acoustic properties and the like depending on the characteristic. For example, Japanese Patent Application Publication No. 2016-107673 (JP 2016-107673 A) proposes a technique to change the torque of an electric motor in a way that changes a stiffness value of a damping device as a function of a relationship between an input torque of the damping device and the stiffness value of the damping device when a vehicle operates using the electric motor as a source of driving force. Therefore, the vehicle is prevented from resonating as a result of the stiffness of the damping device. For example, US 8857272 describes a method for determining the torque of an electric motor.

Summary of the Invention

However, if the characteristic varies due to the individual or similar difference of the rotating element, the control depending on the characteristic determined in advance may not bring a desired result.

The invention provides a control apparatus for a vehicle and a control method for the vehicle which ensures that control based on a characteristic of a rotating element is carried out properly despite the variation of the characteristic due to the individual difference. or other similar of the rotating element.

A first aspect of the invention is a control apparatus for a vehicle. The vehicle includes a combustion engine, a first electric motor, a rotating element and a rotation locking mechanism. The rotating element is provided between the combustion engine and the first electric motor. The rotating element has a characteristic associated with an input pair. The rotation locking mechanism is configured to prevent a coupling part of the rotating element on the side of the combustion engine from rotating at least in one direction. The control apparatus includes an electronic control unit. The electronic control unit is configured to learn the characteristic of the rotating element by applying a torque to the rotating element by means of the first electric motor and measuring a torsion angle of the rotating element, with the rotation locking mechanism preventing the coupling part from rotating. The electronic control unit is configured to perform a predetermined control based on the characteristic learned from the rotating element.

In the control apparatus, the vehicle also includes a second electric motor that is configured to be used as a source of driving force. A driving force of the vehicle is generated due to a reaction force resulting from the rotation locking mechanism, when the first electric motor applies the torque to the rotating element, while the rotating locking mechanism prevents the coupling part from rotating. The electronic control unit is configured to control a pair of the second electric motor in such a way as to counteract the driving force that is generated by the reaction force, when the torque is applied to the rotating element by the first electric motor to learn the characteristic.

With this configuration, the torque of the second electric motor is controlled in such a way that it counteracts the driving force that is generated by applying the torque to the rotating element by means of the electric motor in order to learn the characteristic of the rotating element. Therefore, the characteristic of the rotating element can be learned while limiting a passenger to develop a sense of strangeness due to fluctuations in driving force.

In the control apparatus, the rotating element may be a damping device.

In the control apparatus, the vehicle may also include a driving wheel and a differential mechanism. The differential mechanism can be configured to distribute a combustion engine power output to the first side of the electric motors and to the side of the drive wheels. The damping device can be provided between the combustion engine and the differential mechanism. When a torque is applied to the damping device through the differential mechanism by the first electric motor with the rotation locking mechanism preventing the coupling part from rotating, a reaction force resulting from the rotation locking mechanism can be transmitted to the side of the drive wheels through the differential mechanism, and the electronic control unit can be configured to use the first electric motor as a source of driving force.

With this configuration, the rotating element is the damping device. The damping device has characteristic such as a stiffness corresponding to a change in the torsion angle with respect to a change in the input torque, a hysteresis as a difference between the input torque at the moment when the torsion angle increases and the input torque at the moment when the torsion angle decreases, a slack dimension as an amount of change in the torsion angle at the moment the sign of the input torque is reversed and others similar. When the vehicle is operated with a torque applied to the damping device, when the combustion engine is started and stopped or when a combustion engine brake is applied, etc., the characteristic can influence energy efficiency, vibration properties, acoustic properties, etc. The control to improve energy efficiency, vibration properties, acoustic and other similar properties can be performed based on that characteristic. In this case, the electronic control unit learns the characteristic, so that the control thereof is carried out appropriately according to the actual characteristic, regardless of the variation of the characteristic resulting from the individual or similar difference of the device. shock absorber.

In the control apparatus, the characteristic may be characteristic relative to a stiffness corresponding to a change in the torsion angle with respect to a change in the input torque of the damping device. The feature can be equipped with several input torque ranges with different stiffness values. The electronic control unit can be configured to control a torque of the first electric motor in such a way that a stiffness value is obtained which limits the vehicle from resonating, depending on a relationship between the stiffness values and the input torque, when the vehicle operates using the first electric motor as a source of driving force, preventing the coupling part from rotating through the rotation locking mechanism.

In this control device for the vehicle, the characteristic of the rotating element is learned by applying the torque to the rotating element by means of the electric motor and measuring the torsion angle of the rotating element, and the predetermined control is carried out according to the characteristic learned, with the coupling part of the rotating element on the side of the combustion engine that is prevented from rotating by the rotation locking mechanism. Therefore, the predetermined control can be carried out appropriately according to the actual characteristic, regardless of the variation of the characteristic resulting from the individual or similar difference of the rotating element.

With this configuration, when the stiffness value of the damping device has different values in several ranges of the input torque and the torque of the electric motor is controlled according to the stiffness characteristic such that it is limited that the vehicle enters resonance, the characteristic related to stiffness is learned through a unit of learning characteristics. Therefore, the torque of the electric motor is controlled according to the exact characteristic, regardless of the individual or similar difference of the damping device, and the resonance can be suppressed appropriately.

A second aspect of the invention is a control method for a vehicle. The vehicle includes a combustion engine, a first electric motor, a rotating element, a rotation locking mechanism and an electronic control unit. The rotating element is provided between the combustion engine and the first electric motor. The rotating element has a characteristic associated with an input pair. The rotation locking mechanism is configured to prevent a coupling part of the rotating element on the side of the combustion engine from rotating at least in one direction. The control method includes: learning, by means of the electronic control unit, the characteristic of the rotating element by applying a torque to the rotating element by means of the first electric motor and thereby measuring a torsion angle of the rotating element by means of the electronic control unit, with the rotation locking mechanism preventing the coupling part from rotating; and performing, by means of the electronic control unit, a predetermined control based on the characteristic learned from the rotating element. The vehicle also includes a second electric motor that is configured to be used as a source of driving force. The control method further includes: generating, by means of the rotation blocking mechanism, a driving force of the vehicle that is generated due to a reaction force resulting from the rotation blocking mechanism, when the first electric motor applies the torque to the rotating element , with the rotation locking mechanism preventing the coupling part from rotating; and controlling, by means of the electronic control unit, a pair of the second electric motor in such a way as to counteract the driving force generated by the reaction force, when the torque is applied to the rotating element by the first electric motor to learn the characteristic .

Brief description of the drawings

The characteristics, advantages and technical and industrial significance of an exemplary embodiment of the invention will be described below with reference to the attached drawings, in which the same reference numbers indicate the same elements, and where:

FIG. 1 is a skeleton diagram illustrating a driving system of a hybrid vehicle to which the invention is applied, and is a view showing the driving system of the hybrid vehicle together with an essential part of a control system;

FIG. 2 is an alignment graph of a differential mechanism of the hybrid vehicle of FIG. one;

FIG. 3 is a view showing an example relationship between an input pair Tin and a torque angle O of a damping device of FIG. one;

FIG. 4 is a view that exemplifies the characteristic of change in stiffness that is obtained from the relationship of FIG. 3;

FIG. 5 is a view that exemplifies a hysteresis B that is obtained from the relationship of FIG. 3;

FIG. 6 is a view that exemplifies a dimension of the clearance C that is obtained from the relationship of FIG. 3;

FIG. 7 is a flowchart that specifically illustrates a signal process that is carried out by an electronic control unit of FIG. one; Y

FIG. 8 is a principle view for measuring the torsion angle O while changing the input torque Tin of the damping device in steps S4 and S5 of FIG. 7.

Detailed description of the embodiment

A combustion engine of a vehicle to which the invention is applied is an internal combustion combustion engine that generates energy through the combustion of fuel, such as a gasoline combustion engine, a diesel combustion engine or the like. A motor-generator, which can also be used as a generator, is preferably used as an electric motor. A rotating element having a characteristic for an input torque is, for example, a damping device that absorbs the rotational vibrations of the combustion engine, a power transmission shaft that has a predetermined or similar stiffness. The characteristic of the rotating element for the input torque includes a stiffness corresponding to a change in the torsion angle with respect to a change in the input torque, a hysteresis as a difference between the input torque at the time the angle of torque increases and the input torque at the moment when the torque angle decreases, a slack dimension as an amount of change in the torque at the moment the sign of the input torque is reversed and other similar. The invention is applied to a case where the predetermined control is carried out to improve energy efficiency, vibration properties, acoustic properties and the like depending on one of the characteristics.

A friction brake or gear type brake of a hydraulic or other similar type, a unidirectional or similar clutch is preferably used as a rotation locking mechanism preventing a coupling part of the rotating element on the side of the combustion engine from rotating to the Less in one direction. In the case of the unidirectional clutch, the unidirectional clutch is provided in such a way that the combustion engine is prevented from rotating, for example, in the reverse direction of rotation. In the case where the transmission of power between the combustion engine and the rotating element is suspended by a clutch or similar, it is sufficient to prevent the combustion engine from rotating in any direction. An electronic control unit that learns the characteristic of the rotating element is desired to learn the characteristic, for example, when the vehicle is stopped when the combustion engine is stopped and the vehicle speed is equal to 0. The electronic control unit also You can learn the characteristic at the time of operation of the combustion engine in which the vehicle operates using a second electric motor as a source of driving force with the combustion engine stopped. In addition, the feature can be learned at various times. For example, the characteristic can be learned when the vehicle is inspected, or the characteristic can be learned periodically based on a predetermined operating distance or a predetermined operating time. In the event that aging has a great influence, it is desired that the characteristic be learned periodically under a certain condition.

When a driving force is generated by performing the learning control mentioned above, it is desirable to counteract the driving force by controlling the torque of the second electric motor. In the case where the characteristic is learned during the stop of the vehicle, the characteristic can be learned under the condition, for example, that a brake is applied to be depressed, that the gear lever is operated in a parking position ( P) to engage a parking gear, that a parking brake or other similar brake is applied. If the vehicle is equipped with an automatic braking system capable of automatically controlling the braking forces of the wheel brakes, the wheel brakes can be applied. In case the force fluctuations motor, which include the learning control during the operation of the vehicle, whether small or that the characteristic is learned before the movement or at the time of inspection of the vehicle, compensatory control can be omitted. In addition, compensatory control is not absolutely necessary to completely eliminate the fluctuations in the driving force, but only has to reduce the fluctuations in the driving force.

The invention applies, for example, to a vehicle having a differential mechanism that distributes a power output power of the combustion engine to the side of the electric motors and one side of the driving wheels. The invention can be applied to several vehicles, such as a vehicle in which a combustion engine and an electric motor are connected in series with each other through a rotating element such as a damping device or similar, a vehicle in which The output powers of a combustion engine and an electric motor are combined by a planetary or similar transmission device and transmitted to one side of the driving wheels and the like. If necessary, a disconnecting / connecting device such as a clutch or the like, a gearshift and the like can be provided between the combustion engine and the rotating element or between the rotating element and the electric motor. In the case where the combustion engine and the rotating element are coupled directly to each other through a coupling shaft or the like, the rotation that is prevented in at least one direction by the rotation locking mechanism is determined in such a way. that the reverse rotation of the combustion engine is prevented, and the characteristic learning unit applies a torque in the reverse direction of rotation to the rotating element. However, in the case where the disconnection / connection device is provided between the combustion engine and the rotating element, the direction in which the combustion engine is prevented from rotating is not particularly limited. In addition, in the case where the rotation locking mechanism prevents rotation in both directions, the direction of the torque that is applied to the rotating element when the characteristic learning unit learns the characteristic is not necessarily limited. The characteristic can also be obtained by changing the torque in both the positive and negative directions.

The embodiment of the invention will be described hereinafter in detail with reference to the drawings. FIG. 1 is a skeleton diagram illustrating a driving system of a hybrid vehicle 10 to which the invention is applied, and is a view showing the driving system of the hybrid vehicle 10 together with an essential part of a control system. The hybrid vehicle 10 has a transversely mounted drive system, for example, a drive system of front drive unit (FF) or similar, and is configured to be equipped with a first drive unit 16, a second drive unit 18, a final speed reduction device 20, a pair of right and left axles 22 and similar ones in a power transmission path between a combustion engine 12 and a pair of right and left driving wheels 14. The combustion engine 12 is an internal combustion combustion engine such as a gasoline combustion engine, a diesel combustion engine or the like. A damping device 26 that absorbs torque fluctuations is connected to a crankshaft 24 of the combustion engine 12. The damping device 26 is equipped with a first rotating element 26a that is coupled to the crankshaft 24, and a second rotating element 26b that is coupled to a differential mechanism 30 through an input shaft 28. Several kinds of springs 32 and friction mechanisms 34 are interposed between the first rotating element 26a and the second rotating element 26b. In the damping device 26, a stiffness value (a spring constant) corresponding to a change in the torsion angle O with respect to a change in an input torque Tin is gradually changed, and a predetermined hysteresis is applied when the torsion angle O increases / decreases. In addition, a torque limiter 35 is provided on an outer peripheral end portion of the damping device 26. This damping device 26 is an example of a rotating element having a characteristic associated with the input torque Tin. The first rotating element 26a is an example of a coupling part on the side of the combustion engine 12.

The crankshaft 24, which integrally engages the first rotating element 26a, is coupled to a housing 38 through a gear type brake 36 and is prevented from rotating. The gear type brake 36 includes gear teeth 24a provided in the crankshaft 24, gear teeth 38a provided in the housing 38 and a gear sleeve 36a having an internal peripheral surface in which gear teeth are supplied which they can be engaged with both of the gear teeth 24a, 38a. The gear sleeve 36a moves in an axial direction, so that the crankshaft 24 engages without relative rotational capacity with the housing 38 or is released from the housing 38 in order to rotate. For example, an electromagnetic or similar switching valve that is provided in an oil pressure control circuit 58 is switched in accordance with a Sac oil pressure control signal that is supplied from an electronic control unit 90, of so that the gear sleeve 36a travels in the axial direction through a hydraulic cylinder or the like to engage / release the gear type brake 36. The gear sleeve 36a can also be moved in the axial direction by using other driving devices, such as a power supply screw mechanism and the like. If necessary, this gear type brake 36 is provided with a synchronization mechanism of a conical or similar type. The gear type brake 36 is an example of a rotation locking mechanism. Instead of the gear-type brake 36, a unidirectional clutch or friction brake that prevents the combustion engine 12 from only rotating in a reverse direction can also be adopted as the rotation locking mechanism. A combustion engine disconnection / connection clutch can also be provided that can establish / suspend the power transmission between the combustion engine 12 and the gear teeth 24a.

The first drive unit 16 is configured to include a first motor-generator MG1 and a power output gear 40, as well as the combustion engine 12 mentioned above, the differential mechanism 30 mentioned above and the gear type brake 36 mentioned above. The differential mechanism 30 is a planetary gear device of the simple pinion type, and is equipped with three rotating elements, namely a planetary gear S, a crown gear R and an AC planetary carrier such that it allows differential rotation. The first motor generator MG1 is coupled to the planetary gear S, the input shaft 28 is coupled to the planet carrier CA and the power output gear 40 is coupled to the crown gear R. Consequently, a torque transmitted to the planetary carrier CA of the differential mechanism 30 from the combustion engine 12 through the damping device 26 is distributed to the first motor-generator MG1 and to the power output gear 40 by the differential mechanism 30. When a rotation speed of the first motor-generator MG 1 is controlled (a speed of rotation of MG1) Nmg1 through a regeneration control or the like, a rotation speed (a rotation speed of the combustion engine) Ne of the combustion engine 12 is changed in a non-stepped manner, and is emitted from the gear of power output 40. That is, this differential mechanism 30 and this first motor-generator MG1 function as electric transmissions of continuous variation. The first motor-generator MG1 operates selectively as an electric motor or a generator, and is connected to an electrical storage device 62 through an inverter 60.

On the other hand, when the first motor-generator MG1 is rotatably driven in a negative direction of rotation, which is the opposite of the direction of rotation of the combustion engine 12, with the crankshaft 24 which is prevented from rotating by the brake of gear type 36, that is, with the AC plane holder that is prevented from rotating through the damping device26, a torque in a positive direction of rotation (a vehicle forward direction) is applied to the power output gear 40, which it is the same as the direction of rotation of the combustion engine 12, due to a reaction force generated by the gear type brake 36, and the power output gear 40 is rotatably driven in the direction of positive rotation. When the first motor-generator MG 1 is rotatably driven in the positive direction of rotation, which is the same as the direction of rotation of the combustion engine 12, a torque is applied to the power output gear 40 in a direction of reverse rotation (a reverse direction of the vehicle), which is the opposite of the direction of rotation of the combustion engine 12, due to the reaction force generated by the gear type brake 36, and the power output gear 40 It is rotatably operated in the reverse direction of rotation. In this case, the torque of the first motor-generator MG1 is amplified in accordance with a transmission ratio p of the differential mechanism 30, and is applied to the damping device 26 which is coupled to the planetary carrier CA. The first motor-generator MG1 is an electric motor that can apply a torque to the damping device 26 through the differential mechanism 30.

FIG. 2 is an alignment graph in which the rotational speeds of the three rotating elements of the differential mechanism 30, namely the planetary gear S, the crown gear R and the planet carrier C, can be joined together by a straight line. An upward direction of rotation in the drawing is the direction of rotation of the combustion engine 12, namely the direction of positive rotation. The intervals between ordinate axes are determined according to the transmission ratio p (= the number of teeth of the planetary gear S / the number of teeth of the crown gear R) of the differential mechanism 30. Next, for example, a case where the power output gear 40 is rotatably driven in the forward direction of the vehicle by the first motor-generator MG1. A torque that rotates in the direction of negative rotation (a downward direction in the drawing), which is opposite the direction of rotation of the combustion engine 12, is applied to the planetary gear S as indicated by an arrow A, through the control of the operating power of the first motor-generator MG1, preventing the AC planetary carrier from rotating by the gear type brake 36. Next, when the planetary gear S is rotatably driven in the negative direction of rotation thereof, a torque that rotates in the direction of positive rotation (an upward direction in the drawing), which is the same as the direction of rotation of the combustion engine 12, is transmitted to the crown gear R to which the power output gear 40 is coupled , as indicated by an arrow B. As a result, a driving force is obtained in the forward direction.

The power output gear 40 is geared with a large diameter gear 44 that is disposed on an intermediate shaft 42 parallel to the input shaft 28. Between the large diameter gear 44 and the intermediate shaft 42 a gear type clutch is provided. 43, and the power transmission between them is established / suspended. This gear type clutch 43 is configured in the same manner as the gear type brake 36. Other electromagnetic or other similar switching valves provided in the oil pressure control circuit 58 are switched according to the control signal Sac oil pressure that is supplied from the electronic control unit 90. Therefore, a switching between a coupled state and a released state is carried out through a hydraulic cylinder or a similar one, and the transmission of power between the gear large diameter 44 and intermediate shaft 42 is established / suspended. A small diameter gear 46 that is smaller in diameter than the large diameter gear 44 is provided on the intermediate shaft 42. The small diameter gear 46 is engaged with a differential crown gear 48 of the final speed reduction device 20. Accordingly, the rotation of the power output gear 40 is reduced in speed according to the ratio between the number of teeth of the power output gear 40 and the number of teeth of the large diameter gear 44, and the relationship between the number of small diameter gear teeth 46 and the number of differential crown gear teeth 48, and transmitted to the final speed reduction device 20. In addition, this rotation of the power output gear 40 is transmitted to the drive wheels 14 from the pair of axes 22 through the differential gear mechanism of the final speed reduction device 20. In addition, a parking gear 45 is provided without relative rotational capacity on the intermediate shaft 42 mentioned above. When a parking selection is selected by actuating the gear lever to the P position for parking or similar, it is pressed against a parking lock ratchet (not shown) and engages with the parking gear 45 accordingly with a pushing force of a spring or similar. As a result, the respective elements are prevented from rotating from the intermediate shaft 42 towards the driving wheels 14.

The second drive unit 18 is configured to be equipped with a second engine-generator MG2, and a power output gear of the combustion engine 52 that is provided on an axis of the combustion engine 50 of the second engine-generator MG2. The power output gear of the combustion engine 52 is geared with the large diameter gear 44. Consequently, the rotation of the second motor-generator MG2 (a rotation speed Nmg2 of MG2) is reduced in speed according to the ratio between the number of teeth of the combustion engine power output gear 52 and the number of large diameter gear teeth 44, and the relationship between the number of small diameter gear teeth 46 and the number of crown gear teeth differential 48, and rotatably drives the drive wheels 14 through the pair of axles 22. This second MG2 motor-generator operates selectively as an electric motor or a generator, and is connected to the electrical storage device 62 a through inverter 60. The second MG2 motor-generator is equivalent to a second electric motor that can be used as a source of driving force.

The hybrid vehicle 10 is also equipped with an automatic brake system 66. The automatic brake system 66 electrically controls the braking forces, namely the brake oil pressures of the respective wheel brakes 67 that are provided on the wheels. drives 14 and driven wheels (non-driving wheels) (not shown), in accordance with a brake control signal Sb that is supplied from the electronic control unit 90. In addition, a brake oil pressure is supplied to each of the wheel brakes 67 through a brake master cylinder by pressing a brake pedal (not shown). Each of the wheel brakes 67 mechanically generates the brake oil pressure, namely a brake force corresponding to the brake actuation force.

The hybrid vehicle 10 with the drive system configured as described above is equipped with the electronic control unit 90 as a controller that performs various kinds of control, such as the power output control of the combustion engine 12, the torque control of the motor-generators MG1 and MG2, the coupling / release control of the gear type 36 brake and the gear type clutch 43, the automatic braking control by the automatic braking system 66 and the like. The electronic control unit 90 is configured to be equipped with a so-called microcomputer that has a CPU, a RAM, a ROM, an input / output interface and the like, and performs the various kinds of control by carrying out signal processing. according to a program that is stored in advance in ROM, while using a temporary RAM storage function. The signals indicating the various pieces of information necessary for the control, such as a rotation speed of the combustion engine Ne, a speed of the vehicle V, the rotation speed of the combustion engine MG1 Nmg1, the rotation speed of the engine MG2 Nmg2 combustion, an amount of Acc accelerator drive, a remaining amount of SOC electrical storage of the electrical storage device 62, a shift position Psh of the shift lever and the like are supplied to the electronic control unit 90 from, for example, a combustion engine rotation speed sensor 70, a vehicle speed sensor 72, a combustion engine rotation speed sensor MG1 74, a combustion engine rotation speed sensor MG276, a throttle drive amount sensor 78, a shift 80 position sensor, an SOC 64 sensor and other sim ilar, respectively. A position D for forward operation, a position R for reverse operation, the position P for parking, a position N for neutral and other similar ones are available such as the driving position Psh of the shift lever. When the parking selection is selected through the drive to position P, the parking lock ratchet is engaged with the parking gear 45 provided in the intermediate shaft 42, so that the parking gear is mechanically prevented from 45 rotate. In addition, a combustion engine control signal Se to control the power output of the combustion engine, a control signal of the combustion engine Sm to control the torques (a torque of the operating power and a regenerative torque) of the motor-generators MG1 and MG2, the Sac oil pressure control signal to switch the coupling and release of the gear type brake 36 and the gear type clutch 43 through the electromagnetic switching valve and the like of the circuit oil pressure control 58, the brake control signal Sb for controlling the braking forces of the wheel brakes 67 through the automatic braking system 66 and the like, are emitted from the electronic control unit 90 through , for example, of an electronic regulating valve, a fuel injection device, an ignition device and the like of the combustion engine 12.

In the description of the present embodiment of the invention, as shown in FIG. 1, the control performed by the electronic control unit 90 will be described as a control unit corresponding to feature 92, a feature storage unit 94 and a feature learning unit 96 for the sake of comfort. The predetermined control to improve energy efficiency, vibration properties, acoustic and other similar properties is carried out based on stiffness, hysteresis or slack dimension as the characteristic of the damping device 26. The damping device 26 has a relationship between the input torque Tin and the torsion angle O as shown, for example, in FIG. 3, due to the operation of the springs 32, the friction mechanisms 34 and the like. The input torque Tin and the torsion angle O change symmetrically with respect to an origin 0 in FIG. 3. However, the damping device 26 can also be adopted in which the input torque Tin and the torque angle O change asymmetrically with respect to the origin 0. Next, the stiffness characteristics shown in FIG. 4 , the hysteresis shown in FIG. 5 and the clearance dimension shown in FIG. 6 can be specified from this relationship between the input torque Tin and the torsion angle O The stiffness corresponds to the change (the gradient) in the torsion angle O with respect to the change in the input torque Tin. In FIG. 4 three stiffness values K1, K2 and K3 are shown. The stiffness value changes at two change points A1 and A2 where the input torque Tin has different values. That is, the stiffness value is equal to K1 in a range where the input torque Tin is equal to or less than A1. The stiffness value is equal to K2 in a range where the input torque Tin is greater than A1 and equal to or less than A2. The stiffness value is equal to K3 in a range where the input torque Tin is greater than A2. The hysteresis in FIG. 5 is a deviation between the input torque Tin at the moment when the torsion angle O increases and the input torque Tin at the moment when the torsion angle O decreases. In FIG. 5, only the deviation is extracted and shown, while the value corresponding to the stiffness is counteracted, and the hysteresis is represented by a dimension B. In addition, the dimension of the clearance in FIG. 6 is an amount of change in the torsion angle O at the moment in which the sign of the input torque Tin is inverted, and is a play between the first rotating element 26a and the second rotating element 26b of the damping device 26. The dimension of the clearance is represented by a dimension C. At least one of these characteristics, namely the stiffness values K1 to K3 and the points A1 and A2 relative to the stiffness, hysteresis B and the dimension of the clearance C, it is obtained in advance through an experiment, a simulation or a similar one, or it is learned by the feature learning unit 96 before it is sent or another similar to be stored in the feature storage unit 94.

The control unit corresponding to characteristic 92 performs a predetermined control to improve energy efficiency, vibration properties, acoustic properties and the like, depending on at least one characteristic of the stiffness values K1 to K3 and the points of change A1 and A2 related to stiffness, hysteresis B and the dimension of clearance C stored in the feature storage unit 94. For example, the control based on the stiffness characteristic (K1 to K3, for example) will be specifically described. A1 and A2). By stopping the combustion engine 12 and engaging the gear type brake 36 to block the crankshaft 24 (the crankshaft 24 is prevented from rotating), the hybrid vehicle 1 can be made to advance through the bilateral engine drive, in which the control of the operating power of the first motor-generator MG1 is performed in the direction of negative rotation and the control of the operating power of the second motor-generator MG2 is performed in the direction of positive rotation. In this case, the reaction force of the torque of the operating power of the first motor-generator MG1 is received by the damping device 26, so that the vehicle can enter resonance due to the stiffness of the damping device 26. Therefore , the input torque Tin of the damping device 26 is calculated based on the torque of the operating power of the first motor-generator MG1, the stiffness value of the damping device 26 (one from K1 to K3) is obtained from the characteristic relative to stiffness (K1 to K3, A1 and A2), and it is determined whether the vehicle can enter resonance or not. When the vehicle 20 can enter resonance, the torque of the operating power of the first motor-generator MG1 is changed such that the range of the input torque corresponds to different stiffness values, and the change is compensated by the torque of the operating power of the second MG2 motor-generator. Furthermore, even in the case where the vehicle operates using the combustion engine 12 as a source of driving force, the combustion engine torque and the like can be controlled taking into account the stiffness of the damping device. In addition, when the direction of the torque transmitted to the damping device 26 is reversed, namely when the combustion engine 12 is started or stopped, or when a combustion engine brake is activated, etc., the generation of vibrations, noise and similar ones, for example, can be suppressed by torque control of the first motor-generator MG1 as a function of hysteresis B and the dimension of clearance C of FIG. 5 and 6

It should be noted herein that at least one of the various characteristics of the damping device 26 stored in advance in the feature storage unit 94, namely stiffness values K1 to K3 and change points A1 and A2 related to stiffness, hysteresis B and the measurement of clearance C may vary due to the individual difference of the damping device 26, namely the dimensional error of its components, the variation of the spring constant of the springs 32, the variation of the friction coefficient of the friction materials of the friction mechanisms 34 and the like, and can also undergo changes due to aging. Then, when these characteristics vary or change, a desired effect cannot be obtained despite the performance of a control predetermined by the control unit corresponding to characteristic 92, depending on the characteristic stored beforehand in the storage unit of features 94. Therefore, in the present embodiment of the invention, the feature learning unit 96 is provided to learn the feature.

The feature learning unit 96 performs the learning control in accordance with steps S1 to S13 (hereinafter referred to simply as S1 to S13) of a flow chart of FIG. 7.

This learning control is carried out periodically by means of the electronic control unit 90 under a certain condition depending on an operating distance, an operating time or the like. In S1, it is determined whether the combustion engine 12 is stopped or not. If the combustion engine 12 is stopped, S2 is carried out. If the combustion engine 12 is running, the learning control is terminated immediately. In S2, it is determined whether or not the learning prohibition conditions determined in advance are met. These learning prohibition conditions are determined as indicated below, for example, in (a) and (b) and the like.

(a) The amount of electrical storage remaining SOC of the electrical storage device 62 is equal to or less than a lower limit determined in advance for safety or another similar of the starting capacity of the combustion engine 12.

b) There is a request to start the combustion engine (a request to start an air conditioner, the drive of an accelerator by a driver or a similar one).

If at least one of the learning prohibition conditions mentioned above is met, the learning control is terminated immediately. If none of the conditions for the prohibition of learning mentioned above are met, learning is possible, so that the stages starting from S3 are carried out. In S3, it is determined whether the hybrid vehicle 10 is stationary or not, that is, if the speed of the vehicle V is equal to or not 0. If the hybrid vehicle 10 is stationary, the steps are performed starting from S4. In S4, the gear type brake 36 is coupled to block the crankshaft 24. without rotation capacity. In S5, the control of the operating power of the first motor-generator MG1 is carried out to apply a torque (the input torque Tin) to the damping device 26 and measure the torsion angle O. FIG. 8 is a view illustrating the principle of application of the input torque Tin and the measurement of the torsion angle O in this way. Control of the operating power of the first motor-generator MG1 is carried out, and the torque (the input torque Tin) is applied to the damping device 26 through the differential mechanism 30, with the gear type brake 36 coupled to block the crankshaft 24. Therefore, a ratio can be obtained as shown in FIG. 3. That is, a relationship between the input torque Tin and the torque angle O can be obtained as shown in FIG. 3 by measuring the rotation speed Nmg1 of m G1 by means of the rotation speed sensor of MG174, such as a resolving or similar one, while continuously changing the torque of the first motor-generator MG1 in an increasing / decreasing manner . The input torque Tin can be calculated from a motor torque of the first motor-generator MG1 as a function of the transmission ratio p of the differential mechanism 30, and the torsion angle O can be calculated from the rotation speed Nmg1 of MG1. The relationship between the input torque Tin of the damping device 26 and the torsion angle O in the present embodiment of the invention changes symmetrically with respect to origin 0 as shown in FIG. 3, so that only one of the positive and negative sides can be measured. In the case where a unidirectional clutch is provided instead of the gear-type brake 36 and the combustion engine 12 is prevented from rotating only in the reverse direction of rotation, the torsion angle O can be measured at the time it is applied a torque in the reverse direction of rotation as the input torque Tin.

S6 is carried out in parallel with the aforementioned S5. In S6, the behavior of the vehicle is suppressed in such a way that the vehicle remains stationary regardless of the control of the operating power of the first motor-generator MG1. That is, when control of the operating power of the first motor-generator MG1 is performed to apply a torque to the damping device 26, the pair is transmitted to the power output gear 40 due to a reaction force of the damping device 26, and a driving force is generated. Therefore, the behavior of the vehicle resulting from the driving force is limited. In concrete terms, for example, when the parking selection is selected and the parking lock ratchet is pushed so that it engages with the parking gear 45, the parking lock ratchet is reliably engaged with the gear. of parking 45 by controlling the operating power of the second motor-generator MG2 to rotate the intermediate shaft 42 slightly. As another means, it is possible to cause the wheel brakes 67 to generate braking forces by means of the automatic braking system 66 In addition, the gear type clutch 43 is released to suspend power transmission to the sides of the drive wheels 14, and the torque of the second motor-generator MG2 is controlled to prevent the power output gear 40 from rotating. Therefore, the predetermined input torque Tin is applied to the damping device 26. In other words, the torque of the second motor-generator MG2 is controlled in such a way that it counteracts the driving force generated through the control of the operating power of the first motor-generator MG1. Torque control can be performed even when the gear type clutch 43 remains engaged. Torque control can also be applied to a vehicle that is not equipped with the gear type clutch 43. Secondly, when the parking selection is selected, the parking lock ratchet engages with the parking gear 45 to avoid that the driving wheels rotate, so that it is also possible to omit the vehicle behavior suppression control in S6.

If the result of the determination in the previous S3 is NO (negative), that is, if the vehicle is running instead of being stopped, S7 to S9 are carried out to obtain a relationship between the input torque Tin and the angle of torque O. In concrete terms, in S7 and S8, as well as in the previous S4 and S5, with the crankshaft 24 locked without rotational capacity by means of the gear type brake 36, the operation power of the first is performed MG1 motor generator to apply the torque (the input torque Tin) to the damping device 26 and measure the torsion angle O.

In this case, the power output gear 40 is rotated according to the speed of the vehicle V as shown in FIG. 2 and, in addition, the first motor-generator MG1 is rotated in the reverse direction of rotation, so that the torsion angle O is calculated with the value corresponding to the eliminated rotation speed. On a secondary basis, in operation through the bilateral motor drive in which the first motor-generator MG1 is used as a source of driving force, a switching is temporarily made to the drive with a single motor in which the vehicle operates using only the MG2 second motor-generator as a source of driving force. Therefore, the torsion angle O can be measured by the rotational speed sensor 74 of MG1, such as a resolving or similar, while continuously changing the torque of the first motor-generator MG1 in an increasing manner /decreasing. In addition, in S9, it is limited that the driving force of the vehicle changes by controlling the torque of the second motor-generator MG2 in an increasing / decreasing manner such that the driving force generated by the control of the operating power of the first engine is counteracted -GM1 generator. When the hybrid vehicle 10 is in neutral, the gear type clutch 43 can be released to suspend the power transmission to the sides of the drive wheels 14, and the torque of the second motor-generator MG2 can be controlled such that the driving force generated through the control of the operating power of the first motor-generator MG1 is counteracted. Even when operating with a predetermined driving force, the torque of the second motor-generator MG2 can be controlled in such a way as to counteract the driving force generated through the control of the operating power of the first generator motor MG1, with the gear type clutch 43 released to suspend power transmission to the sides of the drive wheels 14 in the same way.

In S10 which is carried out in succession to S6 or S9, it is determined whether or not the learning suspension conditions determined in advance are met. These learning suspension conditions are determined as indicated below, for example, by (a) to (g) and the like.

(a) The remaining amount of SOC electrical storage of the electrical storage device 62 is equal to or less than a lower limit determined in advance for the assurance or other similar of the starting capacity of the combustion engine 12.

(b) There is a request to start the combustion engine (a request to start an air conditioner, the drive of an accelerator by a driver or another similar).

(c) There is a condition under which the vehicle resonates (tire entry overload, a wavy road or similar).

(d) The driving force is insufficient (a slope, a curb, operation with a large or similar driving force).

(e) It is necessary to generate an engine torque due to another requirement (a combustion engine thrust torque, the combustion engine starter or similar).

(f) The vehicle is in a low rotation selection (a low speed vehicle selection) where the engine cogging torque is large.

(g) The vehicle moves at the time of a measurement with the vehicle stopped.

If at least one of the learning suspension conditions mentioned above is met, the learning control is suspended and terminated in S13. If none of the learning suspension conditions mentioned above are met, S11 is carried out. In S11, it is determined whether or not a series of measurements have been completed by carrying out S5 or S8. S10 is carried out repeatedly until the measurements are finished. If the measurements are terminated without meeting the learning suspension conditions in S10, the result of the determination in S11 is YES (yes). Next, S12 is carried out to specify the rotation characteristic of the damping device 26 and save (overwrite) the rotation characteristic specified in the characteristic storage unit 94. That is, the characteristic is stored in the storage unit of characteristics 94 by extracting the stiffness values K1 to K3 and the change points A1 and A2 shown in FIG. 4, extracting the hysteresis B shown in FIG.

5 or extracting the dimension of the clearance C shown in FIG. 6 from a relationship between the input torque Tin and the torsion angle O as shown in FIG. 3, which has been obtained by carrying out S5 or S8. Therefore, the control unit corresponding to feature 92 performs the following control based on the new feature stored in the feature storage unit 94.

As described so far, in the hybrid vehicle 10 according to the present embodiment of the invention, the characteristic such as stiffness and the like are learned by applying the Tin torque to the damping device 26 through the control of the operating power of the first motor-generator m G1 and measuring the torsion angle O, and the predetermined control is carried out according to the characteristic learned, with the rotation of the crankshaft 24 blocked by the gear type brake 36. Therefore, The predetermined control is carried out in an appropriate manner depending on the actual characteristic, regardless of the variation of the characteristic resulting from the individual difference of the damping device 26 or similar, or from aging. That is, when the vehicle works with a torque applied to the damping device 26, when the combustion engine 12 is started or when a combustion engine brake is applied, etc., the stiffness values K1 to K3 and the change points A1 and A2, hysteresis B or The measurement of the clearance C as the characteristic of the damping device 26 can influence the energy efficiency, the vibration properties, the acoustic properties and the like. However, the control to improve the energy efficiency, the vibration properties, the acoustic properties and the like can be performed according to that characteristic, by means of the control unit corresponding to the feature 92. In this case, the characteristics are learned by means of the feature learning unit 96, so that the control thereof is carried out appropriately according to the actual characteristic, regardless of the variation of the characteristic resulting from the individual or similar difference of the damping device 26, or of aging

In addition, the torque of the second motor-generator MG2 is controlled in such a way that it counteracts the driving force generated by applying the torque to the damping device 26, by means of the first motor-generator MG1, in order to learn the characteristic of the damping device 26. Therefore, the characteristic of the damping device can be learned while limiting a passenger to develop a feeling of strangeness due to fluctuations in driving force.

In addition, when the torque of the first motor-generator MG 1 is controlled according to the stiffness characteristic (K1 to K3, A1 and A2) of the damping device 26, such that it is limited that the vehicle resonates as result of the stiffness of the damping device 26, at the time of the bilateral engine drive in which the vehicle operates using the first motor-generator MG1 and the second motor-generator MG2 as sources of driving force, with the crankshaft rotation 24 locked by the gear type brake 36, the characteristic is learned by the characteristic learning unit 96. Therefore, the torque of the first motor-generator MG1 is controlled according to the exact characteristic, regardless of the individual difference of the damping device 26 or aging, and it can be appropriately limited so that the vehicle does not resonate.

Claims (5)

1. A control apparatus for a vehicle (10), including the vehicle (10) a combustion engine (12), a first electric motor (MG1), a rotating element (26) and a rotation locking mechanism (36 ), the rotating element (26) being provided between the combustion engine (12) and the first electric motor (MG1), the rotating element (26) having a characteristic associated with an input torque, and the locking mechanism of rotation (36) to prevent a coupling part (26a) of the rotating element (26) on the side of the combustion engine from rotating at least in one direction, the control apparatus characterized by an electronic control unit (90) configured to learn the characteristic of the rotating element (26) by applying a torque to the rotating element (26) by the first electric motor (MG1) and measuring a torsion angle (O) of the rotating element (26) ), with the rotation locking mechanism (36) preventing the coupling part (26a) from rotating; Y The electronic control unit (90) is configured to perform a predetermined control based on the characteristic learned from the rotating element (26), wherein the vehicle (10) also includes a second electric motor (MG2) which is configured to be used. as a source of motive force, a driving force of the vehicle (10) is generated due to a reaction force resulting from the rotation locking mechanism (36), when the first electric motor (MG1) applies the torque to the rotating element (26), with the locking mechanism of rotation (36) preventing the coupling part (26a) from rotating, and The electronic control unit (90) is configured to control a pair of the second electric motor (MG2) in such a way as to counteract the driving force generated by the reaction force, when the torque is applied to the rotating element (26) by The first electric motor (MG1) to learn the characteristic. 2. The control apparatus according to claim 1, wherein The rotating element (26) is a damping device. 3. The control apparatus according to claim 1, wherein the vehicle (10) also includes a driving wheel (14) and a differential mechanism (30), the differential mechanism (30) is configured to distribute a power output of the combustion engine (12) to one side of the first electric motor (MG1) and to one side of the driving wheels (14), The rotating element (26) is a damping device, the damping device is provided between the combustion engine (12) and the differential mechanism (30), and when the first electric motor (MG1) applies the torque to the damping device through the differential mechanism (30) with the rotation locking mechanism (36) preventing the coupling part (26a) from rotating, the resulting reaction force of the mechanism Rotation lock (36) is transmitted to the side of the drive wheels (14) through the differential mechanism (30), and the electronic control unit (90) is configured to use the first electric motor (MG1) as a source of driving force 4. The control apparatus according to claim 3, wherein the characteristic is a characteristic related to a stiffness corresponding to a change in the torsion angle (O) with respect to a change in the input torque of the damping device, the characteristic is equipped with several input torque ranges with different values of stiffness, and The electronic control unit (90) is configured to control a torque of the first electric motor (MG1) in such a way that a stiffness value is obtained which limits the vehicle (10) from resonating, depending on a relationship between the stiffness values and the input torque, when the vehicle (10) operates using the first electric motor (MG1) as a source of driving force, with the rotation locking mechanism (36) preventing the coupling part (26a) rotate. 5. A control method for a vehicle (10), the vehicle (10) includes a combustion engine (12), a first electric motor (MG1), a second electric motor (MG2) that is configured to be used as a source of driving force, a rotating element (26), a mechanism of rotation lock (36) and an electronic control unit (90), the rotating element (26) being provided between the combustion engine (12) and the first electric motor (MG1), the rotating element (26) having a characteristic associated with an input torque, and the rotation lock mechanism (36) being configured to prevent a coupling part (26a) of the rotating element (26) on one side of the combustion engine from rotating at least in one direction, The control method is characterized by understanding: learn, by means of the electronic control unit (90), the characteristic of the rotating element (26) by applying a torque to the rotating element (26) by means of the first electric motor (MG1) and thereby measuring a torsion angle (Ó) of the rotary element (26) by the electronic control unit (90), with the rotation locking mechanism (36) preventing the coupling part (26a) from rotating; Y Perform, by means of the electronic control unit (90), a predetermined control based on the characteristic learned from the rotating element (26), wherein the control method is further characterized by: generate, by means of the rotation lock mechanism (36), a driving force of the vehicle (10) that is generated due to a reaction force resulting from the rotation lock mechanism (36), when the first electric motor (MG1) applies the torque to the rotating element (26), with the rotation locking mechanism (36) preventing the coupling part (26a) from rotating; Y control, by means of the electronic control unit (90), a pair of the second electric motor (MG2) in such a way that the driving force generated by the reaction force is counteracted, when the torque is applied to the rotating element (26) using the first electric motor (MG1) to learn the characteristic.